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6 Sheets-Sheet 1.

(No Model.)

A. L. LINBFF'. MEANS FOB. SUPPLYING ELECTRICITY T0 TRAM CARS.

(No Model.) 6 Sheets-Sheet 2.

A. L. LINBFP. MEANS FOR SUPPLYING ELECTRICITY T0 TEAM GARS.

Nb. 423,874. Patented Mar. 1 8, 1890.

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(N*e") A. L. Lllwnme".l

' MEANS you SUPPLYING BLEGTMGITY r12p TEAM cA-s.; No. 423.874. y.Patented Mar. 18; 1890.

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(No Model.) l

A. L. LINEPI. MEANS FOR 'SUPPLYING ELECTRICITY TO TEAM GARS.

Patented Mar.

, 6 Sheets-Sheet 5.

(No Model.)

No. 423,874. Patented Margjmlago.

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A. L. LINEE?.

6 Sheets-Sheet 6.

MEANS FORYSUPPLYING ELECTRICITY T0 TEAM (3A-RS.

Patented Mar. 18. 1890.

Tf1' Zzzffmy www2-ZW UNITED STATES PATENT OFFICE.

ALEXANDER LOGIN LINEFF, OF CHISVVIOK, COUNTY OF MIDDLESEX, ENGLAND.

`MEANS FOR SU PPLYING` ELECTRICITY TOTRAM-CARS.

SPECIFICATION forming part of Letters Patent No. 423,874, dated March18, 18.90.

Application led Augult 27, 1889. Serial No. 322,099. (No model.)Patented in England .l'uly 11, 1888, No. 10,092.

To all w7w1n/ it may concern:

Be it known that I, ALEXANDER LOGIN LIN- EFF, of 88 High Road,Chiswick,in the county of Middlesex, England, have invented certain newand useful Improvements in Means for Supplying Electricity to Tram-Carsor other Vehicles, (for which I have obtained Letters Patent in England,No. 10,092, dated July ll, J1.888,) ot which the Vfollowing is aspecificanon.

My invention has reference tov supplying electricity to tram-cars andother Vehicles by moans of' electrical conductors laid throughouttheline alo11g'\which the vehicles have to travel; and its objects are tosecure convenience of arrangement and eicient electrical contact betweenthe car and the electric conductor or main.

In the accompanying drawings, Figure l shows in cross-section a portionof a track with one form of conductor and a pair of surface magneticpieces. Fig. v2 is a side elevation of a portion of the same, on asmaller scale, showing the arrangement of the niagnet. Fig. 3 is a planView with the magnet inplaee, and Fig. 4 an' end view of the same,

partly in section. Figs. 5 and 6 show in side elevation andcross-section a modification in the arrangement of the track, and Fig.shows in detail a rolling pole-piece. Figs. 8 and 9 show in sideelevation and plan View means for carrying the magnet from the car.Figs. 10, l1, and l2 are cross-sections showing other modifications inthe arrangement of the road. Figs. l0 and l2 show in cross` section andside view the construction and arrangement of the electrical andmagnetic mains of Figs. 10 and 12, `drawn full size.- Figs. 13 and 14are plan views ot' two modes of laying the surface-pieces, and Figs. 15and 16 show in side elevation and cross-section the magnet with rotatingpole-piece.

The portion of the tracks shown in the lignres is only so much asrelates to my invention, the running-1'ails. (except in Figs. 6 and12)not being shown.

The characteristic feature-ofmy invention is the use, for traction'purposes, of a magnetic circuit composed of .(c) a. magnet-attached tothe car or vehicle, (b) surface inagnetic .pieces electrically andmagnetically insulated from cach other, and (c) a continuous magneticconductor forming a component part of th e' main electric conductorconveying the working-current. In this magnetic circuit the only portionwhich moves along-with the car or vehicle is- ((1,) the magnet. itself.Oi the remaining parts of the circuit one (b) is a 4iinture,'aml theother (c) has only a slight upward motion, for the sole purpose ofproducing the electric contact, and which, after the magnetic iufiuenceis over, returns to its normal position by the force of gravity. Theclosing of thc magnetic circuit causes a continuous and iiexiblemagnetic component of the sealed electrical conductor to come in contactwith the surfaeemagnetic pieces, and thus temporarily charge them withthe electric current, which is collected by suitable means and conveyedto apparatus for converting the energy of the current into mechanicalenergy for traction or for other purposes. The

position of the magnet-ic circuit is continually changing as' the car orvehicle moves along,

and fresh portions of the continuous flexible magnetic component of theconductor (hereinafter called the magnetic 1nain) are continually beingdrawn into the magnetic circuit, and thus other surface magnetic pieces(immediately under thc car or vehicle) becomo in turn the medium forconveying the'.

electric current from the conductor to the converting apparatus.

The magnetic circuit is in fact the only means of tapping the Y Icurrent at any desired part of the conductor,

vas the latter is entirely sealed from the surface, and no purelymechanical means will avail for this purpose.

The arrangement of the various parts forming the conductor may 'vary indetail according to the position it occupies with regard to therunning-rails, so long as the principle in. volved is the same-viz., toproduce a magnetic circuit, part of Which is formed by means of acontinuous magneticmiain.

Referring now to Figs. 1,2, and 3, M M' are the surface magnetic pieces,which in this instance consist of rails in short lengths, about threefeet long, placed parallel, and magnetic- ,ally insulated bothlongitudinally and transversely. The electric insulation is onlylongitudinal, the two parallel opposite lengths IOO vconductors areinclose project through holes in the stri netism and to collectl the ofrails being electrically connected in pairs, but every' pair iselectrically insulated from the adjacent pairs. The c onnection is madeby means of bolts B B and distance-pieces D,

.of some non-magnetic, but electricity conthe ends of each length ofrail are, by preference, beveled off, as shown in Fig. 2.

At a short dist-ance belouT the lower surface of the rails M M lies themagnetic main, which consists of a continuous `llat strip of ironV F,which rests ,upona bare copper conductor or electrical ain C. The railsand in a trough A, and surrounded with asphal r any other suit,- ableinsulating composition, hich thus forms a closed channel under the ails,and the trough is let into the roadwa c The magnetic main ,F isintendedV to rise nd touch the flanges m m' under the influe of thepassing magnet. To prevent oXi'dat reduce the contact resistance, bothth netic main and the bottom part of the 1 netic rails might begalvanized, tinned, The electric conductor C may be mad r lengthstroughs, `and when the troughs are laid. position the separate lengthsof conduct: will be joined .in any suitable and conenient manner-as, forinstance,.by mean of iat stps or keys which enter. both .i dsof aconductor length. Pins f, of some on-magnetic material, may be providedat ff rtain distances apart on the conductor, ich pins F and prevent anylateral movement ther f. l

N and S, Fig. 1, represent j; pole-pieces of the magnet, and they are soiw ranged that the pole-piece-N travelsin fron r ver the magnetic railM, while t-he pole, ece S moves over-the rail M at a distance ej notless than the length of one'piece of magnetic rail from the pole-pieceN'. In qtind it desirable'to have o1 y rail projecting on the surta@ onerail will bev sufficient to?.

one magnetic of the road, as lonvey the 'mag gi rrent, the other rail,which may consist practically-f angleiron,be ing buried in theinsulating com-pound surrounding the magnetic rails. A a hidden magneticraila blind ra'il. Threel arrangements on this plan are clearly shown inFigs. 10, 10, 11, 12, and 123.

M is the active or 'exposed magnetici-ail, and M the blind rail.

E represents a hard insulating material forming a supportV fo theasphalt or similar materiall in which th 5 rails are embedded.

G is an earthen' .fare supportV containing Athe conductor C, wil n itsmagnetic component vsimilar mate rial.Avv

l. tion of otherwise,

ne cases I mayv F. At the same time the support Gmay serve as abed-plate for the magnetic rails to lie on.

c a are grooves away ofany water that may have accidentally found itsway into the channel. After the learthenwarel slabs, with the conductorand the magnetic rails, have been placed in the trough the whole isfilled with asphalt or The same letters in the above ligures denotecorresponding parts in other-figures representing the-"conductor Aspreviously stated, the channel under' the magnetic rails is sealedwater-tight from the surface o l" the road. As it is, however, 1m-

.portant f get rid of any water that may acl ciden'tal, y find its wayIinto the channel through cracks in the bituminous composithe channel isprovidedat certain distances apart, and especially at the low st portionof the road,`with drain-pipes' ranches of any convenient description,imunicating with the main sewer and cut from it by means of suitableSiphon-traps. Ioreover, to expel any damp or moisture from the channel,a current of dry air can be cirf culat'ed in the channel by meansA of.lfans workedrbysmall electrical motors placed under the pavement atsuitable distances apart. The air, previously driedby any well-knownmeans, is forcedby the fan o r pump into the hannel, and is allowed toescape at suitable aces provided, by preference, under the ement. Thegeneral principle ,of the abo e is so simple that it needs noillustration.` t Then the poles of the picking-up magne are caused toact o n one line of magnetic rails only, the tw'o poles must face ortouch, as the case maybe, two separate pieces or lengths i rail in orderto force the magnetic lines through the magnetic main.- The action ofthehinagnet will also be considerably increased, if the opposite lengths'of rails are placed oridhe hit-and-miss principle. Fig. 13' shows this`arrangement for exposed double magnetic rails.L The breaks between theseparate lengths oftpne line of magnetic rails M M2 M3 are just oppositethe center of the corresponding lengths et the other line, and theelectrical connection,

Bythis arrangement, however, the length of that portion of the railsthat is electrically charged is increased by half, or at times by awhole length, fand consequently the extent of surface from which leakagemay take place 4is increased. It also leaves a certain portion of therail unconnected with thc corresponding opposite length, and the projecting vpart is supported exclusively by the bituminous.. surroundingit.' 'To obviate these to facilitate the draining IOO by means of "boltsB B, is 'made as shown in the gure.

works in shunt with the main current.v

N and S are the pole-pieces, as beforementioned, and land I collectingand guiding wheels made of some non-magn etic met-al and` with flangeswhich-run in the groove between the rails M M.

F is the magnetic main, which is.shown in Fig. 2 as attracted under theinfluence of the pole-pieces to the under side of the rails M MC Themagnetic rails are 'thus put into electrical communication withJ themain conductor C, and the current passes from the rails through thewheels I I partly tov the bobbin I-I and partly to the motor on thevehicle, and thence by the returnconductor (running rails) to thegenerating-station; As the vehicle advances the magnet keeps picking upfresh portions ot' the magnetic main F, and consequently puts 'inelectrical communication fresh rails.

Instead ot' iitting the collecting apparatus .to a separate carriage,secured to the car, the magnetmayv be fixed to a frame carried 'by thecar, as shown in Figs. 8 and 9. Here N and S are the poles and H thebobbin of the magnet, which 'is suspended fromthe frame' U. This framehas its endsV and V rounded and is so mounted on the angle-irons W andW. as to be free to movelaterally along them. The angle-ironsV lV arefixed to the crosspieces X X, forming part of a frame-Work carried bytheaxle-boxes of the car or vehicle. The frame U, and withit the magnet, istherefore free4 to move in a lateral direction parallel to theV`angle-irons IV W', and as the `ends of the frame U are rounded it isalso capable of a slight axial motion about its center. The magnet is bythis arrangementenabled to maintain its proper position directly overthe magnetic rails on curves and in spite of small transverse motions ofthe Wheels.

In some cases, when the picking-up magnet is not provided with aseparate carriage, means for retaining the magnet in its proper positionover the magnetic rails and for col,- lecting the curr'ent from them arenecessary. To retain the magnet in position, I employ guide-pieces t t',Fig. 8, attachedto the pole- 'pieces These guides,'which are preferablymade of non-magnetic metal, slide in the groove between the magneticrails, and they also serve the purpose of keeping the groove clear ofdirt. The current -may in this case be collected by the brushesb b, Fig.'8,oi some non-magnetic material, which sweep along portions or lengthsof the magnetic the surface of the magnetic-rails. 'lhc polepieces andcollecting-wheels maya-lso be combined, as shown in Fig. 7, whichrepresents, longitudinal and transverse sections of a rollingpole-piece. 'The core of the magnet P terminates in a portion of ahollow drum of cast-iron, made in two pieces for the convenience offitting. The drum in this case is not only a device to connectmechanically and magnetically the core with the roll ing pole-pieceproper, but helps at the saine time, Vby means of projections N and N',to direct and concentrate the magnetic lines, and thus helps the rollingpole-pieces proper. In faetthis arrangement might be considered as apole-piece shownin Figs. 2,3, andghwith an iron wheel inside, intendedboth to convey the magnetic lines and to collect the current from themagnetic rails. y0n an iron spindle L is mounted a.wheel I', providedwith a flange R in the middle of t-he rim, which runs in the groovebetween the magnetic rails. The iiangel and the portion of the rimwhich4 lies tofone side of it and is marked T is made of somenon-magnetic metal, such as brass. The rest of the wheel is f iron. Theiron portion of the wheel I runs on the rail M, and it will be seen that-thouglr both magnetic rails M and M' are in electrical" contact withthe wheel its direct magnetic inuence is confined Ato M; with whichalone it has magnetic contact. A similar wheel at the other end of themagnet, and forming its opposite pole, will be in magnetic contact withM only, so that the magnetic rails become poles of opposite polarity'.

When only one magnetic rail appears on the s'urface,'the rolling pole issimply an iron wheel without any flanges, and. the face-of the Wheel isslightly narrower than the magnetic rail, so as to allow a certainymargin for lateral motion of the car.' As there is no guide for thewheel, the magnet must be fixed to the car in such a manner that thelatter will guide it over the rail and yet be capable of some slightvertical motion to compensate for the slight unevenness of themagneticrails as compared with the rollingrails. The arrangement isshown in Fig. 15 as adapted to a side magnetic rail, as described andillustrated in Fig. 12, Fig. 15 being an elevation of the magnet,showing the method of attaching it to the vehicle, and Fig. 16 is asection through the center of one of the rolling pole-pieces. H is'thebobbin, P P the pole-pieces, each of which'consists of a wheel I,incased in a hollow drum provided with the projecting pieces N N S S',for the purpose of directing and concentrating the magnetic lines, Thepole-'pieces are provided with pins p p, made of a non-magneticmaterial. These pins slide in sockets in the bar K, which is secured tothe angle-irons mfc, which themselves are attached to the frame carriedby the axle-boxes of the vehicle. The magnet, owing to the ,sliding ofthe pins in lcs IIO

the sockets, is capable of a small vertical motion with respect to thecar.

In order to obviate thev inconvenience of an extra set-of rails instreets with very heavy traliic, I may use the modification shown inFigs. 5|. and (i. In this case I use one magnetic rail M, which isformed so that only parts are exposed on the 4surface of the roadway.Each length has two flanges m m to support it in the asphalt. The Vpartn is the place Where the magnetic mailyf tact under the influenc Themagnet-ic main i f iown in this tion as consisting o? an iron cable withshort pieces of 'ube of similar and it ,rests in a buse trough-shacircular copper conductor C, tutes the ma-improper. Th'4 parts isprecisely similar ,r described. v

Having now partie y described and ascertainedthe nat mysaid inventionand in what manner the'saine is to be performed, I declare that what Iclaim isl. The means for conveying electricity to tram-cars, consistingof an electricrnain, a continuous exible magnetic main, a surfacecontactpiece or pieces, and a magnet and current-collector situated-on the car,substantially as herein described.

2. The combination of magnet-ic rails consisting of short lengths ofrail in two parallel series, such lengths being insulated both elecctionof the at previously trically and magnetically in a longitudinal kes thecon and electrically connected but magnetically insulated in atransverscdirection, a continuous exible magnetic main, and an electric magnet andcurrent-collector situated on the car, substantially as hereindescribed.

3. The I. nbination of magnetic rails, contwo parallel series ot' shortlengths f of which one series is exposed above v' rack and the othercovered, and which e electrically and magnetically insulatedlongitudinally and electrically connected but .magnetically insulatedtransversely, a continuous iexible magnetic main-and an electric main inthe track, and a magnet and currentcollecteren the car, substantially asherein set forth.

4. The combination, with a car and a track erefor, of magneticcontact-pieces on the tra and a magnet having rolling pole-pieces on .thcar, substantially as and for the pur- 'n set forth.

trical-conducting apparatus for tram-cars, con Yt-pieces, each,consisting of two series of shor gelistet rail insulated magneticallyand electrically in a longitudinal direct-ion, and connected'togethertransversely, so that the lengths of one series will overlap those ofthe other, as herein described, according to what is vherein termed thehitand-n1iss principle.

ALEXANDER LOGIN LINEFF. Witnesses:

H. K. WHITE, A. W. SPACKMAN.

